JPS594844A - Transport cooling device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transportation cooling device, and more particularly to a control device for a transportation cooling device that has heating and cooling capabilities and a refrigerant compressor driven by a multi-speed internal combustion engine.

U.S. Pat. No. 4,325,224 states that the applicant's trademark
A control system for a transportation cooling system is described that uses an electronic thermostat sold by ``I,'' in conjunction with an auxiliary control relay and a time delay means. The compressor operates at a low speed for an extended period of time when the air conditioner is within the range.If the sensed temperature of the conditioned space falls outside of that relatively narrow range, the compressor's high speed operation is interrupted for at least a predetermined period of time. After that period of time, the compressor enters high-speed operation.This configuration, which is currently in use, has significant fuel consumption benefits when used with continuous-flow internal combustion engines. There are advantages.

Transportation cooling systems are also known in which an internal combustion engine or a refrigerant compressor is driven, and a control device automatically starts and stops the engine according to the temperature conditions of the conditioned space.

U.S. Pat. No. 2,850,001 is a relatively lucky patent, and the patent specification describes a start/stop device d for a transport cooling system of the type used at that time.

The invention of U.S. Pat. No. 3,926,167 has as its purpose not only an automatic starting device for a diesel engine, but also a device that starts the engine when a thermostand requests cooling or heating and turns off the engine when temperature conditions are satisfied. It is an object of the present invention to provide a control device for a diesel cooling system that minimizes the operating time of the engine and improves fuel efficiency. According to the configuration shown in this patent, a typical transportation cooling control system does not operate the engine at low speeds, but instead operates at high speeds, whether heating or cooling. This control device includes
No option is provided to allow the engine to operate continuously.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control system for a transport chiller which allows the user to operate the chiller in a continuous cycle mode or, optionally, to operate the engine when the conditioned space temperature is within a set temperature range. An object of the present invention is to provide a control device that can select whether to operate in a start/stop mode that stops the engine. Furthermore, the control system maximizes engine operation at low speeds to the extent practical, and ensures that such low speed operation is zero regardless of whether the system is operated in continuous mode or start-stop mode. Designed to be skilled.

- In addition to achieving the above objects, yet another object of the present invention is to:
To provide a shutdown device which stops all functions of the device except for the part necessary to instruct the malfunction when a malfunction occurs during startup.

In the present invention, the compressor has at least both heating and cooling capabilities and two operating speeds, and the control device responds to the temperature of the conditioned space to set the device N in at least four operating modes. Depending on the extent to which it deviates from the temperature range, the temperature in the air-conditioned space may be in the first temperature band immediately above the set temperature range or in the second temperature band further above it. It is particularly suitable for use in transport cooling devices of the type that are controlled by whether they are in the third temperature zone or the fourth temperature zone further below. According to an embodiment of the invention, in a device of the type described above, the control means may be configured to automatically start the cooling device in a continuous cycle in which the compressor operates continuously or in which the compressor stops when the temperature of the conditioned space is in the third temperature band. and means for operating in a stop cycle.

The control means is further configured to change the speed from low speed to high speed if the conditioned space temperature changes from a third to a fourth temperature zone or from a first to a second temperature zone during continuous cycle operation and the request for high speed cartwheeling is not interrupted by the control means. during a start-stop cycle, the compressor is stopped when the conditioned space temperature is in the third temperature band, and the compressor is turned off at a lower speed when the temperature is outside the third temperature band. means operative to initiate the.

Embodiments of the present invention will be described in detail below with reference to accompanying drawings.

Referring to FIG. 1, a transport cooling system, constructed essentially of conventional components, provides air conditioning of a space 1 within an insulated trailer 2. The cold tofu compressor 3, shown schematically since most of its main components are conventional and commercially available by the applicant, is driven by a two-speed prime mover, such as a two-speed diesel engine 4. Ru. For purposes of illustration, the diesel engine includes a throttle with an electric actuated solenoid 5 to obtain two different speeds.

Fuel is supplied to the throttle via a fuel cutoff valve controlled by a solenoid 6. The compressor may be of a type that can be unloaded by operation of unloader means controlled by an unloader solenoid 7, such as that shown in one of the cylinder heads of the compressor.

The compressor 3 sends the hot waste through a line 8 to a three-way pilot valve 9. The pilot valve 9 is controlled by a solenoid 10 to either the heating or cooling operation position. In cooling operation, the hot gas is sent to the refrigerant condenser 11 to be condensed, and then sent from the receiver through various lines and devices to the refrigerant vaporizer 12, and then to the compressor suction via the accumulator 15. line 14
flows to

For heating and defrosting operations, the pilot solenoid
This forces the valve to move to the opposite position so that the hot waste flows into line 16. in the opposite direction to the cooling operation. The air flows through the defrost fan heater 17 and the vaporizer 13 in this order.

The means for flowing air through the two parts of the cooling device are not shown as they are well known in the art. Basically, air from the conditioned space is drawn into the vaporizer and from there is discharged back into the conditioned space. Also,
External air is introduced into the condenser, passes through the condenser, and is returned to the outside air. The cooling locations described thus far are well known in the art and are essentially the same as those shown in Wood's two series of patents.

FIG. 2 shows a control circuit for the cooling device of FIG. 1 according to an embodiment of the invention. This circuit uses an electronic thermostat similar to that shown in Wood's aforementioned patent, which is generally designated TCM. The thermostat has a conventional thermostat and is commercially available from Water Applicants under the trade name Thermoguard. Such a thermostat includes a sensor 20 that detects the temperature of the air-conditioned space l. The thermostat consists of three switch means, shown in dotted lines, and a first and second relay IK,2. These relays are typically called thermal relays and speed relays, respectively. The reason is that in conventional devices the relay-controlled switch means mainly control these two parameters. Both of these relays control switching means arranged in one various particular circuit, the controlled switches being designated by the prefixes IK and 2.

Another important aspect of the invention, which functions in automatic start-stop cycles as well as in continuous cycles, is the time delay means which serves to maintain the speed of the compressor at the lowest possible value. The main elements in this type of operation are an auxiliary control CR that controls various swifts with the same heading CR, and an internal swift (not shown).
It is an auxiliary control module CM including. An example of a control module is the FC119 manufactured by Syracuse Electronics Corporation, New York.

Although the function of each element in continuous cycle operation is the same as in the above-mentioned applicant's patent, the circuit performing the function described above also performs start-stop cycle operation. The present invention is somewhat modified, and therefore we believe it is desirable to provide at least a general description of continuous cycle operation herein.

The operation of the circuit and the sequential operation of the thermoguard relays associated with the circuit may be readily understood with reference to FIG. 3, which illustrates sequential operation. The left side of the middle prong corresponds to a sequence in which the temperature decreases successively from a temperature significantly above the set temperature SP through a set temperature range to a temperature significantly below the set temperature range.

The set temperature range is indicated by the diagonal line adjacent to SPY. The right side of the sequence corresponds to a sequence in which the temperature of the air-conditioned space goes from below the set temperature range to 1-)1. In the intermediate temperature range (indicated by 21) where it is desired to always operate the compressor at a low speed, including the set temperature range,
As shown, relay 2 is activated when the temperature of the air-conditioned space is higher or lower than intermediate zone 21, while relay IK is activated when the temperature of the air-conditioned space is lower than the set temperature range. The set temperature is treated as a range, unlike a specific value, since there is usually variation in such control thermostats.

Abbreviations such as H2PO represent modes of operation in particular blocks in the central portion of FIG. 3, and are explained in detail below.

All relay control switches are shown in FIG. 2 with the control relays in the de-energized position.

To operate in the continuous cycle mode, the main power 7 inch S1 is closed and each of the interlock switches that determine continuous cycle or automatic start/stop cycles are placed in the interlock cycle operating position as shown in FIG. These interlocking switches are S2, S2, S23 . .

Consists of 2 S2. Switch S2□ sets the safety switch heater SSW to the low oil pressure switch LOP.

and the high water temperature switch HWT so that it can be stopped in case of malfunction. Switch S22 connects the high pressure refrigerant power out switch HPCO to the fuel solenoid FS. Switch S23 disconnects the control circuit power available in line 22 when switch S1 is closed from line 23 to which thermostatic relay switches IK1 and IK2 and pilot solenoid PS are connected.
Switch 11 T4 6 S2 disconnects switch IK4 from the timing start circuit line 24 of the control module...CM.

To start the diesel engine, interlock switches PH3 and PH32 for preheat starting are actuated to their respective preheat positions to energize the preheat circuit 25 containing the glow plug GP. After a suitable preheat time, the preheat start switch is actuated to a position that energizes the line 26 containing the start solenoid SS, and the switch SS1 controlled by that SS closes to energize the cranking circuit 27 containing the start motor SM. be done.

Assuming the temperature of the conditioned space is significantly higher than the set point temperature and intermediate zone 21, relay 2 is energized to provide high speed full cooling operation (H2PO) as described below. The loading circuit including the load circuit 28 is deenergized because CR3 is opened and the load circuit 2 is opened together with the signal 2. The pilot circuit including the pilot solenoid PS in line 23 is deenergized and performs cooling instead of heating when relay IK is not energized because IK2 is in the open state. The throttle circuit, including the throttle solenoid TS in line 18, operates the engine and compressor at high speed for full cooling, corresponding to block 29 in FIG.

When the temperature of the air-conditioned space falls to a level corresponding to the upper part of the temperature zone 21, the relay 2 is deenergized. Switch 2K of loading circuit 28 is closed, but switch CR
3 remains open, so the loading circuit is deenergized and the compressor remains open.
White sir operates at full load. However, switches 2 and 3 are active, so the speed or throttle circuit and throttle solenoid TS are activated, causing the engine and compressor to operate at a low speed. The pilot circuit 23 is in a de-energized state, so the three-way valve maintains the cooling position. The device operates in a slow full cooling mode (LSFC) corresponding to block 30 in FIG.

When the temperature of the air-conditioned space further falls within the set temperature range, relay IK is energized, and relay 2 remains deenergized. For this reason, the control module C of line 31
M and auxiliary control relay CR are considered. When the switch IK3 is closed, the enabling circuit 32 to the control module CM is energized, thereby energizing the control relay CR via the internal circuitry of the control module. Switch CR2 of speed circuit line 1 worker 8 opens. Throntle Solenoid
The T S is deenergized and the engine runs at low speed. Power to the pylon solenoid PS to shift the square valve to the heated position is supplied via line 33 connecting switch IK closed and selector switch S23 in the continuous cycle position to power line 22. will be supplied. The unloader solenoid US is energized through the closed switch CR3, the still closed switch 2K in unloader circuit line 28, the high pressure cutout switch HPCO in line 34, and the selector switch S22 in the continuous cycle position. The slow partial heating operating state (LSPH), which is achieved as the temperature decreases, is the third
Brotsue IA and T in the figure are shown in full mill 35.

From this operating state, numerous changes in operating state can occur due to temperature changes and time. In terms of time, this depends on the operation of the control monitor CM controlling the auxiliary control relay CR, which monitor generally has built-in time delay means operating as explained below. enable circuit 3
When you start powering the monitor through 2, that power is sent to the control relay and monitors it. As long as the relay 2K is in the de-energized state and unless the defrosting operation is started, the CR remains in the activated state. However, when 2K is asserted and therefore switches 2 to 3 close, a start signal is sent to the control monitor via line 24 of the start circuit and a predetermined time delay period begins. If the signal persists uninterrupted for that period, such as eight minutes, the control monitor operates to disconnect power to the control relay. However, if the signal is interrupted for that time period, the control monitor is reset to zero time and requires another start signal for the time delay period to begin.

The overall operation is the same as described in the Water Applicant's above-mentioned patent in the continuous cycle mode of the device. This time delay function accomplished by the control monitor, auxiliary control relays, and their associated circuitry maintains engine and compressor speeds as low as possible for the system. Under conditions in which 2K is energized and remains energized until the time period expires, the device is rapidly inched. The time function is indicated by the dotted lines with T's on the left and right of the central portion of FIG.

Other modes of operation in the continuous cycle and their regions of operation in FIG.
H), when the air conditioned space temperature increases, the low speed partial heating mode (LSPH) in area 38, the low speed partial cooling mode (LSPC) in area 39, and the low speed full cooling mode (LSF) in area 40 are activated.
C), and high-speed full cooling mode (HS F
C).

The blocks in FIG. 3 are also considered to be in a temperature range where the conditioned space temperature is different from the set temperature range. Thus blocks 30 and 39 are in the first temperature zone just above the set temperature range, blocks 29, 40 and 41 are in the second temperature zone further above the set temperature range, and blocks 35 and 38 are in the set temperature range. Immediately below the third temperature zone, blocks 36 and 37 correspond to a lower fourth temperature zone further below. For these bands, the first. Second
, identified by the third and fourth indications.

The second zone is an area open at the top, and the fourth zone is an area open at the bottom, so that the operations shown in the second and fourth zones occur at temperatures above and below the illustrated range, respectively. .

Details of the specific operation of the circuit in this continuous cycle mode when the temperature changes in different manners are omitted as they are described in the Applicant's patents mentioned above, along with a description of the device in defrost mode. .

Before proceeding to a discussion of how the Pass μm Cycle Japan circuit operates in the automatic start-stop cycle mode, it is important to note that components that are not shown in the applicant's patent application referenced above and have a somewhat different function are shown in FIG. A brief explanation of their basic functions is given below.

The order of the explanation is based on the alphabetical order.

BTT is a block temperature thermostat that starts the engine under preheat mode whenever a temperature reflecting the block temperature, preferably the refrigerant temperature, falls below the set point of the block temperature thermostat.

The CM is a control module that is substantially identical to the applicant's aforementioned patents, but operates in a slightly different manner during start-stop cycles.

The CR is an auxiliary control relay as in the above-mentioned patent, but like the control module it functions slightly differently during start-stop cycles.

DI is the diode of the shirt I/down relay SDR, which prevents feedback from the glow plug to the run relay RR via the coil of the shutdown relay.

DI2 is the diode of the CM module, which connects the selector switch S24 in the automatic position to the switches CR and C.
Prevent feedback to the common connection point of R5.

DI3 is a diode in the auxiliary control circuit on line 42 that prevents the auxiliary control circuit from providing power to devices normally supplied by standard control circuit line 22.

The FWS is a flywheel sensor that senses rotation of the flywheel at at least a constant speed by measuring the rate at which the teeth of the flywheel ring gear pass the sensor.

The PHR is a preheat relay that serves to energize the engine's glow plugs as required by the starter zinc in the start-stop cycle.

The margin PL4 below is a pilot light indicating that the automatic start/stop cycle control circuit is enabled.

PL5 is a pilot light that indicates a malfunction during start-up and, when energized, indicates that the unit has not completed the automatic start sequence operation and that sequence operation has been stopped by a secondary time delay means. .

PL6 is a pilot light that, when activated, indicates that the compressor unloader is energized to operate with the compressor unloaded.

RR is a run relay that, when energized, provides power to the engine control system whenever a run signal is present during start-stop cycle operation.

S2, S2, S2, and S24 are Ma1
2 3 It is a manual selector switch, and it is either the continuous cycle operation position or the start/stop cycle described above.・Person T
/(, can be operated in any of the positions.

SDR is a shutdown relay that enables the must unit's shutdown circuit when run relay RR is energized if plug GP is not in the benefit state.

The SDM is a starter ψ disconnect module to which a flywheel sensor signal is applied to disconnect the starter when the engine exceeds cranking speed.

The TC is preferably a thermistor located in the refrigerant path of the engine and serves to vary the time delay before cranking begins based on the temperature of the refrigerant.

TDl is a next time delay means that allows the starter to be activated only after the required preheating time of the glow plug has elapsed.

TD2 is a secondary time delay means, and in terms of starting)
= "7 tsubo; (If a malfunction occurs in any of several aspects, the entire device will be shut down by the sink-up function. The means is that the power is one of the means. depending on whether it is applied to one or the other terminal, e.g.
and a long time delay period of, for example, 5 minutes.

.). Cycletor - When the manual selector switch S2 is in the opposite position to that shown in FIG. 2, ie, in the automatic start/stop position, the switch S21 disconnects the unit's low oil pressure switch LOP and high water temperature switch HWT. Switches LOP and HWT are both in the safety switch motor SSW circuit with line 43 to allow engine starting under low oil pressure. Of course, the function of ssw is that after the heater SSW is energized for a predetermined period of time, the switch 5SW1 is opened and the unit ↓
The purpose of this is to shut down Δto u. Switch S22 disconnects refrigerant high pressure cutoff switch HPCO from fuel control solenoid FS and also connects pilot light PL4 to the circuit to indicate an automatic cycle. Switch S2 disconnects the control circuit power supplied via line 33 connected to line 22 from switch selector contact S23, and also connects the common terminal of switch IK2, switch CR
5 and one side of the RR relay coil. Switch S24 connects the terminal of switch IK4 to the starting circuit 24 of control module CM.

Before explaining in detail the operation of the circuit of Figure 2 under various temperature conditions, we will explain the operation of the circuit of Figure 2 under various temperature conditions.
4, which shows the somewhat different operating modes obtained when the air-conditioned space temperature is in various bands because the device is in an automatic start-stop cycle, i.e. in the first to fourth temperature bands. . Thus, the first temperature zone 44 above the set temperature range is typically slow full cooling, and the second temperature zone 45 above it is typically fast full cooling. The third temperature band 46 immediately above the set temperature range is a null band where the engine is normally stopped.
). 4th band 4, which is the next lowest after the zero band
At step 7, either low-speed full heating or high-speed full heating is performed according to the time conditions controlled by the control module CM.

First of all, it is assumed that the temperature of the conditioned space is significantly higher than the set temperature range, so that the temperature corresponds to the temperature of the second zone, which requires fast full cooling. Thus, thermostat relay 2 is energized, IK is deenergized, and relay CR is also deenergized. Switch CRI, normally open, supplies power from main control line 22 via switch S23 in the automatic position and line 48 to run relay RR, which is controlled by switch RR1.
and close RR2. Preheating relay PHR is Sinch RR
The switch PHR1, energized via 2 and controlled by the relay of , is closed, and - the next time delay means TD1
Power is applied to these two relay coils to ground via the starter disconnect module SMD and the closed switch TD2□ in line 49. As soon as the PHR is closed, the glove 11-de Δ1 sex lug is energized. As soon as power is applied to the TDI, the TDI begins timing operations. The length of the time delay before activation is determined by the resistance of a thermistor TC, which is preferably placed in the coolant of the engine. A typical example of a time delay before the TDI closes its switch TDI□ and energizes the starter renoids via line 26 is, for example, 10 seconds when the refrigerant temperature is above 120°F (49°C). The temperature is -20'F (-29°C) for about 2 minutes. switch T
At the same time that D1 closes and starts cranking, switch TDI closes and TD3 opens. The reason will be explained later.

As soon as the engine starts, the speed of the engine exceeds the SDM set point, which causes the internal circuit to effectively turn off and open the ground circuit from PHR and TDI via line 49.

The N.8T SDM is a common device well known in the art, and is manufactured in Southfield, Michigan, 3rd Avenue.

Sterling T
technology) from Swiss model number SLM
It is commercially available under the number 555. When both the PHR and TDI ground circuits open, the switches controlled by them are actuated to the position shown in FIG.
maintains the benefit state by a ground circuit via line 49. When the run relay remains in the gain state, the fuel solenoid FS remains energized via the closed switch RR1 and the throttle solenoid TS remains energized in line 18. The device is connected through relay CR closed, switch 2 to 3 closed, and the engine runs at high speed, so the pilot solenoid PS is not energized because I K 2 is open and therefore the cold J・Artificial Ordinance 9 During start-stop cycles, the unloading function of the compressor is not utilized and the compressor always operates at full load in the circuit of FIG.

The temperature of the air-conditioned space drops from the second temperature range 45 to the first temperature range.
When the temperature reaches the temperature range 44, the relay 2 is deenergized and the relay IK also maintains the deenergized state. Switches 2 to 3 open,
The throttle solenoid TS is deenergized and the engine operates at low speed. This state of slow full cooling operation continues until the temperature of the conditioned space drops from the first temperature band to the third temperature band 46 (zero or the temperature band when the engine is stopped). Thereafter, the engine will automatically stop as the relay IK is taken advantage of. Keep switch 2 closed and switch I
When K3 is closed, the enable circuit 32 to the control module CM is completed and the plow relay CR is energized. Line 50 switch CR4
When closed, a CR latch circuit is formed. at the same time,
Normally open CR, (7) contact opens and run relay RR is deenergized and the engine is connected to RR1 in the line to fuel solenoid FS.
It stops when the button is opened. In terms of wood quality, thermostat i・
All control means of the circuit except for the control module TCM and the control module CM are in a quiet state as long as only IK and CR are energized.

Assuming that the temperature of the conditioned space has successfully risen to the first temperature zone 44, IK is deenergized.

As a result, switch lK4, controlled by IK, closes and applies power to the CM through the line, starting a CM timing cycle of typically about 8 minutes. Timing cycle person T 4 When the timing cycle is completed, relay CR is de-energized.

When switch CR, is operated to its normally closed position, run relay RR and its associated starting sequence circuit are energized and the system follows the starting sequence as previously described, except at a slower speed. This is because the throttle solenoid TS is not energized because switches 2 and 3 are open, and switch CR5 is also open, so no additional power is supplied through that switch CR5, so it is not energized.

As long as both 1K and 2K are deenergized, the engine continues to run at low speed. However, when the temperature of the air-conditioned space continues to rise and enters the second temperature zone 45 in FIG. 4, TCM 2 is energized and a high-speed cooling operation is started. This occurs because the engine is closed and the switch CR2 in line 18 leading to the throttle solenoid TS is closed. As the temperature of the conditioned space drops to the first temperature band and then to the zero band, the sequence of operations is as described below.

When the conditioned space temperature drops from the third or zero band to the fourth band 47, 2 is energized while IK remains energized. The engine is started by energizing run relay RR through a circuit consisting of switch 2K closed, CR5° selector switch 523 closed, and line 48 to the run relay. The start-up sequence is as described above. The engine is started at a low speed, and the device is heated as the PS is energized and at the same time the CM timing is started by applying power via the auto DI2 on line 24. If a slow full heat operation (LSFH) is appropriate to return the conditioned space temperature to zero band before the CM times out, the system returns to the state described above with respect to zero band temperature. However, if the temperature cannot rise to zero band before the CM times out,
Relay CR is deenergized and throttle solenoid TS is energized via switch 2 to 3 and CR2 and line 18 and the engine runs at high speed.

The engine continues to operate at high speed until the temperature of the air-conditioned space rises and returns to the zero band, and then performs high-speed full heating operation (H3FH). As a result, 2K is deenergized, and if IK is in the energized state, CM reenergizes the relay CR and the device returns to the zero state again.

From the above description of varying circuit conditions, it can be seen that as the temperature of the conditioned space changes from one temperature band to another, the manner in which the unit operates is a function of timing. The issue is not simply whether IK or 2K or both are energized or not, but what the conditions are when these various temperature conditions occur. becomes. The time state is given by the control module CM and the relay CH controlled by the control module CM. In the following, a brief explanation of possible operations will be given.

When the device is in zero band and the temperature rises to the first zone 44, the 8 minute timing is initiated but the engine is not started. If the conditioned space temperature remains in the first band until the eight minute timing period expires, the engine is started in slow cooling operation. If the temperature rises to second band 45 before the 8 minute period expires, the engine will start but at low speed and will not go up to high speed until the timing period expires.

This is considered advantageous because it is better for the conditioned space temperature to fall into the first band before the timing period expires.

When the temperature drops below the third or zero band 46,
The timing and engine are both started, but the engine runs at low speed until the timing expires, at which point it is switched to high speed operation. If the air-conditioned space temperature rises and does not return to the zero band before the timing expires, the engine will not operate continuously at low speed. however,
It is advantageous for the engine to be started at a low speed, since the slow heating operation will likely return the conditioned space temperature to the zero band. Although the above-mentioned change in the temperature of the air-conditioned space has been explained as if it occurs naturally, a similar change can occur if the set temperature range is changed. In other words, if the set temperature is lowered by a significant amount, it is as if the conditioned space knows that a high rate cooling operation is required. Of course, if you inadvertently set the temperature to a low value and then reset the temperature a few degrees higher before the timing period expires, it may happen that the device interprets this as if the conditioned space temperature has changed. Whenever the temperature is above zero and the engine is started, the start is performed at low speed. It should be remembered that the purpose of the time delay is to maintain the engine at low speed to see if cooling or heating operations are adequate to provide the desired temperature change. This is true regardless of whether the cycle is start-stop or continuous. Thus, the benefits of time delay in terms of fuel economy are obtained whether it is a continuous cycle or a start-stop cycle.

Although the conditioned space temperature is in the zero band, there are other conditions in which it is desirable for the engine to operate for some other purpose. One of these conditions is when the engine block temperature, as sensed by the refrigerant temperature, falls below a certain minimum value and it is desirable to start the engine in a start-stop cycle and raise the temperature of the chiller. This automatically closes the thermostat switch BTT in parallel with CR1 and connects the run relay R for engine starting via RIE>48 and selector switch S23.
This is achieved by connecting directly to R.

The engine starts and runs at low speed until the block temperature is high enough to open the BTT. Initially, in this preheating mode of the engine, switch lK2 in the pilot solenoid line is closed and heating operation begins. However, if this additional heating action during preheating mode causes the temperature of the conditioned space to rise to the first zone of the zero zone, the unit will switch IK2 when the time period expires.
The valve is opened and cooled and the artificial head is operated.

Another situation in which it is necessary to operate the engine even though the conditioned space temperature is in the zero range is when defrosting is required due to the fabric condition of the vaporizing coil. Both the continuous cycle and the start-stop cycle when the air-conditioned space temperature is not in the zero range are physically the same as those described in the applicant's aforementioned patent application. However, if defrosting is required when the temperature of the conditioned space is in the zero range, the activation of the defrost relay coil D upon activation closes the switch DR1, and the line 51 connected at its terminal to the damper solenoid DS and the control module CM. is energized. The control relay CR is therefore deenergized and the starting sequence can be performed by energizing the run relay RR via the closed switch CR1.

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When run relay RR is engaged, switch RR and RR2 controlled by that relay are closed, preheat relay PHR is energized, and power for starting is applied to TDl.

Of course, TD, has a time delay depending on the refrigerant temperature sensed by TC, and after this time delay TD1,
closes and cranking starts. When the coil of TDI is energized after this time delay, switch TD12
closes and TDl3 opens. This causes closed switch TD12 and line 52 from line 42 of the auxiliary control circuit.
Power is applied to the primary and secondary time delay means TD2 via T. This also starts the first time period of the secondary time delay means TD2. If the engine is not started by cranking and therefore the flywill speed sensed by the FWS is not sufficient to activate the SDM to release the ground connections from the PHR and TDI, line 49 must be removed to disconnect the ground connections. Switch TD2□ needs to open. TD2 has a dual timing function and is chosen such that this first period of time required after power is applied via line 52 and before coil TD2 is energized is approximately 30 seconds. Run relay RR also loses its ground connection by opening switch TD21 in line 49.

At the same time as TD2□ moves to the open position, the latching circuit 5
TD2 of 3 is closed, so TD 12 is T↓ku
Although it opens with the de-energization of DI, the energization of TD2 is maintained. At this point the PHR is open and the shirt I down relay SDR is energized and grounded via the glow plug GP and the switch SD controlled by that relay.
R is closed. Thus, the safety switch motor SSW benefits from the low oil pressure switch LOP being closed due to engine inactivity. After a predetermined heating time by SSW, safety switch SSW opens to remove power from line 22 of the main control circuit. However, the power is connected to the main manual switch SL, the auxiliary control circuit line 42. Closed switch TD22 latching circuit 53. Pilot light P indicating malfunction via closed switch TD13
Continuously sent to L5. This circuit is in this state
Go: maintain b, malfunction indicator light and secondary time delay relay TD2
only those who are benefited.

The inability of the engine to start after the first cranking cycle of 30 seconds is a simple malfunction. If some component of the control circuit fails, there are other start-up malfunctions that the control means are designed to handle. A number of such failures are discussed below.

Assume that during a normal starting operation, module SDM fails and does not close and the engine starts.

If the SDM fails and closes and PHR and TDI remain grounded, cranking will continue and the glow plug will not be energized for 30 seconds after cranking starts. At this time, the secondary time delay relay TD2 is connected to the switch TD12 in line 52.
Switch TD22 in line 49 is opened as power is applied for 30 seconds via . If the same type of fault occurs but the engine is not started for some reason, the same shutdown sequence will occur. Of course, in this case, the circuit of the device is activated by the malfunction indicator light PL5.
and is shut down except for energizing the time delay means TD2.

Yet another possible malfunction is that the module SD
M fails and remains closed at the point of ground circuit disconnection, switch TD of the 30 second time delay line 52 to TD2.
12 is broken and opens. In this case, cranking and glow plug activation last for 5 minutes from the initial activation of the preheat PHR, regardless of whether the engine is started or not. The reason for this long period of time before shutdown occurs is that power is applied to line TD2 via line 54, which is benefited as soon as switch PHR, closes. Of course, the shutdown begins when TD2□ is opened, and TDI loses its ground circuit.Cranking stops due to the opening of switch TDI, and the glow plug is also deenergized when switch PHR1 is opened. be done. The coil of time delay TD2 remains energized via a latching circuit 53 including switch TD22. The opening of the main safety switch SSW occurs as described in n11 as a result of the shutdown relay SDR being energized.

If only the TDI fails, cranking will not occur and the engine will not start, resulting in a 5 minute delay in de-energizing the glow plug and energizing the malfunction indicator light PL5.

If only TD2 fails, the engine will start normally and continue operating without shunt down.

It will be appreciated that under the above-described circumstances in which the engine is stopped due to a malfunction during start-up, the circuitry of the system is deenergized except for the secondary time delay and the malfunction indicator light PL5. A circuit such as that described above requires that both the secondary relay and the secondary relay TD2 must fail in order for a failure to start to not break the circuit of the device.

We have explained the function of the shutdown relay SDR, which shuts down the circuit when a malfunction occurs during startup. The SDR also operates after a normal start-up when a low oil pressure or high water temperature condition is detected by the LOPI and HWT, respectively. After a normal start, the SDR is energized by the same power source as the run relay RR, connecting line 54 to the run relay plug G.
It is grounded via P. Thus, the switch SDR,
The safety switch heater SSW closes when oil pressure drops or high water temperature occurs, and the safety switch heater SSW is energized.
Then, open switch SSW. A parallel line 55 to ground is provided as long as there is a condition in which ground is not available even through all glow plugs in the open state. For example, a 40 ohm resistor R is connected to the line 55.
Q is offset to limit the flow of current.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing main components of an example of a transportation cooling device to which the present invention can be applied; FIG.
FIG. 3 is a schematic diagram illustrating a control device according to an embodiment of the present invention; FIG. Figure 4 is a diagram similar to Figure 3 showing various operations in the same temperature range during start-stop cycle operation;
L, , , , Main power switch SSW , , Safety switch heater PH3, , , ,
Preheating start switch GPG, Glow plug SM, Starter motor SS, Starter solenoid CM, Control module CR, Control relay RR, Run relay FIG, 1 FIG-2A/PHRI-2
α

Claims (1)

[Claims] 1. A cooling device having at least both heating and cooling capabilities and having at least two compressor speeds; 7. At y+, the temperature of the air-conditioned space deviates from the set temperature range in response to the temperature of the space air-conditioned by the device, and the air-conditioned space temperature deviates from the set temperature range to a first temperature range immediately below the set temperature range or a second temperature range of the set temperature range.
a temperature zone or a third temperature zone just below the set temperature range; if the temperature zone is in a fourth temperature zone just below the temperature zone; means for operating the cooling device in either a continuous cycle in which the compressor is operated in a continuous cycle or in an automatic start-stop cycle in which the compressor is stopped when the temperature of the air conditioned space is in the third temperature range; In the continuous cycle operation, the temperature of the air-conditioned space changes from the third temperature zone to the fourth temperature zone or from the first temperature zone to the second temperature zone, and at the same time, the request for high-speed operation is not interrupted by the control means. It operates to delay increasing the speed of the compressor from low speed to high speed for a predetermined period of time, and in a start-stop cycle, when the temperature of the air-conditioned space is in the third temperature zone and the compressor is in a stopped state. 4. speed change delay means operative to start the compressor at the low speed when the conditioned space region deviates from the third temperature zone; Cooling device with special features. 2. In the start-stop cycle, when the temperature of the air-conditioned space changes from the third temperature range to the first temperature range, the control means delays the start of the compressor for the predetermined time, and starts the compressor. and when the conditioned space temperature changes from the third region to the second or fourth temperature region and at the same time the request for high speed operation by the control means is not interrupted, the compressor speed changes from low to high speed. The increase is delayed for the predetermined period of time. The first method is characterized in that it operates as follows.
Cooling device as described in section. 3. The two-speed diesel engine driving the compressor has a glow plug, an engine cranking circuit, and a glow plug energizing circuit, and the first stage of control operates on a start-stop cycle and is a function of engine temperature. When the glow plug is activated for a period of time, the cranking circuit activates the engine starting control means including time delay means and at least a constant value of the engine speed instructs the engine to start. means for normally halting cranking and de-energizing the glow plug in response to said cranking circuit; and starting malfunction control means for shutting down the system if, after a second long period of time commencing with said glow plug activation, said engine speed response means either does not operate normally or is not itself capable of shutting down the system. The cooling device according to item 1, characterized in that it includes: 4. The starter temporary tIII delay means includes a primary time delay stage having a first switch and a second controlled switch in the cranking circuit, and a controlled switch in the glow plug monitoring circuit. and engine starting control circuit means including the heating relay and a relay of the inter-plane delay relay means in parallel thereto, and the starting malfunction control means is configured to control the speed response relay. a first controlled switch in said starting control circuit means in series with one means for opening said starting control circuit means when said interplane delay relay means is activated; - The cooling device according to item 2, characterized in that it includes a secondary time delay relay means for disenergizing both swords of the inter-plane delay relay means. 5. The first listening circuit of the secondary time delay relay means:
said second switch of said inter-plane delay relay means for activating said secondary time delay relay means to cause a delay for said one time period; said secondary time delay relay-1; The second energizing circuit of the stage includes the preheat relay control switch energizing the secondary time delay relay means to produce a delay for the second long period of time. Cooling device as described in section. 6. The secondary time delay relay means includes a second controlled switch operated by the operation of the inter-plane delay relay means to energize the malfunction indicating circuit, and the malfunction indicating circuit is disconnected. 6. The cooling device according to claim 5, further comprising: said second switch of said inter-next-plane delay relay means being in a state corresponding to said inter-next-plane delay relay means being activated. 7. The first controlled switch of the interplane delay relay means has a run relay connected in series with the first controlled switch in series with the engine start control circuit and the engine start control circuit. S2 in series with the fuel valve solenoid of
The fourth switch is characterized in that it includes a switch controlled by
Cooling device for the battle. 8. The normally open switch means is actuated to a closed position in response to a temperature related to the engine block temperature falling below a certain level to energize said run relay and start the engine in a preheat mode. 8. The cooling device according to item 7 above. 9. Any one of the above items 1 to 8, wherein the compressor unloader means has means for controlling the operation of the compressor so that it operates in an unloader state only during the continuous cycle. Cooling equipment as described in section. 104 High-speed and low-speed diesel engine-driven compressor operation, with dual heating and cooling capabilities, ensuring that the temperature of the air-conditioned space is sufficient for the set temperature (-1 adjacent -4-1 adjacent) and A method of operating a cooling device having at least fast cooling, slow cooling, slow heating, and fast heating modes of operation corresponding to each condition in its further range, wherein said device continuously the engine is operable to operate to achieve at least four modes as enumerated above, and the engine is configured to cause the conditioned space temperature to fall or rise within the temperature range just below the set point temperature. The engine is operated to operate in an automatic start-stop cycle in which the engine is stopped when the engine is turned on, and the engine is started again when the temperature of the conditioned space deviates from the temperature range just below the set temperature. How to operate a cooling device. 1 m When the device is in the automatic start-stop cycle, the engine is started at the low speed under any conditions in which the conditioned space temperature leaves the temperature range just below the set point temperature, and the engine is started at the low speed under any conditions where the conditioned space temperature leaves the temperature range just below the set temperature. 11. The method according to claim 10, wherein: remains outside the temperature range just below the set temperature. 12. When the device is in the automatic start-stop cycle;
The engine starts when the air-conditioned space temperature deviates from the temperature range immediately below the set temperature-h81. And Fi
11. The method according to claim 10, wherein the method is delayed for a predetermined time after entering the temperature range and remaining within the temperature range for the predetermined time. 13. When the pre-method is in the automatic start-stop cycle,
The engine is started at the low speed when the temperature of the conditioned space falls from the set temperature range just below the set temperature and enters the temperature range further below the set temperature range, 11. The method of claim 10, further comprising rapidly increasing the engine speed after a period of time within the set point temperature which is further below the set point temperature. 14. When the device is in the automatic start/stop cycle, the engine is started when the temperature of the air-conditioned space falls within the temperature range sufficiently above the 1st deadening temperature range;
10. The method of claim 1O, further comprising rapidly increasing engine speed after the predetermined period of time during which the conditioned space temperature remains within the preset temperature range. ]5. If a start failure occurs while the device is in the automatic start-stop cycle, it will be shut down after a predetermined period of time following a failure to start the engine and a failure to shut down the device; 11. The method of claim 10, wherein the device is shut down after a second long predetermined period of time following failure of the device to shut down. extra space